diegkmann



UNITED STATES PATENT EEicE."

EDOUARD DELAMARE DEBOUTTEVILLE AND LEON PAUL CHARLES MALANDIN, OFFONTAINE-LE-BOURG, FRANCE.

STARTING-G EAR FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 411,644, datedSeptember 24, 1889.

Application filed February 4, 1889. Serial lio- 298,661. (No model.)Patented in France January 16, 1888, No. 188,161;in Italy February 18,1888,110. 23,061; in England February 24, 1888, N0. Z,805;i11 Spain May18, 1888,1io. 7,946, and in Belgium August 24, 1888, No. 83,003.

To all whom it may concern:

Be it known that we, EDOUARD DELAMARE DEBOUTTEVILLE, engineer, and LEONPAUL CHARLES MALANDIN, mechanician residing at Fontaine-le-Bourg, cantonde Oleres, (Seine- Infrieure,) in the Republic of France, have inventedImprovements in Starting-Gear for Gas-Engines, (for which we haveobtained Letters Patent in France, No. 188,161, J anuary 16, 1888;Italy, No. 23,061, February 18, 1888; Great Britain, No. 2,805, February24, 1888; Spain,No. 7 ,9i6,May 18,1888; Belgium, No. 83,003, August 24,1888,) of which the following is a specification. I

The difficulty heretofore experienced in starting gas-engines,especially those of considerable power, has proved a serious obstacle tothe general use of these engines in practice. Many special methods havebeen proposed with a View to facilitating the starting of the engines,but have not been found to work satisfactorily.

The present invention has for its object a new system of starting-gearapplicable to gasengines. This starting-gear is illustrated in thefigures on the annexed drawings, the same letters of referenceindicating corresponding parts in all the figures.

Figure 1 of the accompanying drawings is an elevation partly in section,illustrating starting-gear arranged according to this invention andsuitable for a motor of twentyfive horse-power, working with poor gas,for example. This view shows the admissionvalve box and gaschamber g. Italso represents in dotted lines an ignitor J, which is connected withthe gas-box g by a three-way cock it, connected to a branch 77. by meansof a rubber tube '1'. Fig. 2 is a diagram illustrating the four periodsor cycles of the engine, with the division for the explosion period,special starting division. Fig. 3 is an elevation of the three-way cockis, fitted onto the chamber of the ignitor j, which is shown in sectionin this figurewith the two insulated conducting-wires. The cock is,which should be as perpendicular as possible, should not exceed an angleof twenty degrees to work commutator or switch arrangement.

well. Fig. 4L shows the cook 71? in section. Fig. 5 isa view, inelevation, of the said cock. Fig. 6 is an end view, in elevation, of theinduction or transformer coil. Fig. 7 is a plan of a Fig. 8 is a View ofmy improved starting-gear as independently applied to any gas-motor.Fig. 9 represents theworking-cylinder provided with a cook.

The motor being at rest, the fly-wheel is turned byhand so as to bringthe connectingrod to the dead-point forward that is to say, to the point0, Fig. 2. This point is where the explosion takes place when the engineis running. The strength of one man is enough to turn the fiy-wheel forthe one or two necessary revolutions if the motor does not exceedtwenty-five horse-power. For a motor exceeding this awinch or othersuitable gear may be employed to turn the fly-wheel. When theconnecting-rod is at the dead-point c, a gas-cock Z, placed on thevalve-box g, Fig. 1, is opened in the ordinary position for starting.Then the three-way cock 7c is opened as indicated in Figs. 1, 3, 4, and5. The flywheel then is turned so as to bring the connecting-rod alittle beyond the angle of ninety degrees-i. e., approximately to thepoint e. The fly-wheel must be turned slowly in order to give thegaseous mixture time to fill the cylinder. The gas entering at 0, Figs.3 and 4, mixes thoroughly with the air entering at 'nand penetrates tothe ignition-chamber, and passes on into the working-cylinder of themotor. It must be understood that during this time the vibration of thehammer or contactmaker of the coil is stopped, so that the spark cannotpass between the two ends of the platinum wire. The three-way cock 7c isnow shut, a small stop m preventing the key Z from turning through morethan a quarter-turn. The fly-wheel is then turned backward to bring theconnecting-rod in a position corresponding with the point e, a little infront of the position f, Fig. 2. This is done in order to slightlycompress the mixture in the cylinder, thus facilitating ignition andgiving a longer stroke to the connecting-rod at (No Model.) 3Sheets-Sheet 1. O L. DIEOKMANN. REGIPROGATING BRICK MAUHINE.

No. 411,645. Patented Sept. 24, 1889.

fz'vezziozz' 027 0 Zljz'ee/m Q22 72 (No Model.) 3 Sheets-Sheet 2. O. L.DIEGKMANN.

REGIPROGATING BRICK MACHINE.

No. 411,645. Patented Sept. 24, 1889.

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O. L. DIEGKMANN.

REGIPROGATING BRICK MACHINE. No. 411,645. Patented Sept. 24, 1889.

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